Multiple clutch assembly



Aug. 14, 1945.

P. ORR 2,382,433

MULTIPLE CLUTCH ASSEMBLY Original Filed Feb. 14, 1958 6 Sheets-Sheet l am? w g/g Aug, 14?, E945. P. ORR 2,382,438

MULTIPLE CLUTCH ASSEMBLY Original Filed Feb. 14, 1938 6 Sheets-Sheet 2 Aug,- 14, 1945. P. ORR

MULTIPLE CLUTCH ASSEMBLY Original Filed Feb. 14, 1938 6 Sheets-Sheet 4 M 345. ORR 2 382A3S MULTIPLE CLUTCH ASSEMBLY 6 Shets-Sheet 5 OriginaI Filed Feb. 14, 1958 Amigo M, W450 R QRR 2,382,438

MULTIPLE CLUTCH ASSEMBLY Original Filed Feb. 14, 1938 6 Sheets-Sheet 6 kif 730 Patented Aug. 14,- 1945 MULTIPLE CLUTCH ASSEMBLY Palmer Orr, Muncie, Ind., assignor to Borg- Warner Corporation, Chicago, lll., a corporation of Illinois Original application February 14, 1938, Serial No. 190,368, now Patent No. 2,282,591, dated May 12, 1942. Divided and this application March 18, 1942, Serial No. 435,179

8 Claims.

This invention relates to power transmitting mechanisms and particularly to a multiple clutch assembly which is adapted to provide a plurality of power transmitting paths under the control of a governor or at the will of the operator.

This application is a division of my prior appliit is in the nature of an improvement thereof, but

it is understood that the invention is not limited in its application to the particular device described. v

' There has been devised an automatic speed ratio changing device or transmission which provides three forward speeds and a reverse by means of gear trains adapted selectively to be connected to an engine through individual clutches or combinations of clutches, with one-way clutches in all but the highest ratio gear trains. A main speed responsive clutch is used through which all speeds are obtained, and additional fluid operated clutches, controlled by a governor, are used to drive the gear trains of lesser speed reduction ratio. It is desirable in automotive transmissions to provide a means for positively locking the wheels of the vehicle to the engine at gear ratios less than unity to render the compression in the engine available for braking purposes. In the transmission mentioned above, such a means has not been provided.

An object of this invention is to provide a multiple clutch assembly for a power transmitting device which is adapted to lock a normally freewheeling drive to the power source to provide a two-way drive between the power source and the load.

Another object is toprovide a locking device for a fluid-operated multiple clutch assembly having a single source of fluid under pressure and wherein one of the clutches drives through a one-way clutch, said device being likewise adapted to be fluid-operated and in no way interfering with the normal operation of the-transmission.

Another object is to-provide a combination of fluid-operated friction clutches, one of which drives through a one-way device, and a positive clutch for rendering the one-way clutch ineffectual to break the drive, said positive clutch being likewise fluid-operated.

v These and other objects of the invention will become apparent from the following detailed description when taken together with the accompanying drawings which form a part thereof, and in which:

Fig. 1A is a side elevation in section of a portion of a fluid operated transmission;

Fig. 1B is a side elevation in section of the remaining portion of the fluid-operated transmission of Fig. 1A, said Figs. 1A and 13 being drawn to be placed side by side and read together;

Fig. 2 is a section taken through certain of the valves of Fig. 1B and showing the control for. one of said valves;

Fig. 3'is a section taken through the transmission near the governor valve of Fig. 1B showing the control for another of the valves;

Fig. 4 shows the means by which the governor controls still another of the valves;

Fig. 5 is an elevation of the novel locking means; 1

Figs. 6 and 7 are end elevations in section of diflerentparts of the locking means of Fig- 5;

Fig. 8 is a side elevation in section of the locking means; and

Figs. 9 to 18 inclusive are developed sections through the valves showing the paths of the fluid for various settings of the valves.

In the form selected for illustration this invention comprises a fluid-operated jaw clutch which is adapted to lock the driven shaft of a transmission and one of the speed reduction ratio trains together around a'free-wheellng or oneway clutch in said train. The movable element of the jaw clutch is in the form of a piston, and

the fluid for operating the piston is controlled,

by a manually operated valve. The porting of the valve is so designed that the presence of the valve in the fluid system does not disturb the normal operation of the remaining valves in the system.

Before describin the operation of the novel locking means, it will be necessary to detail the operation of a transmission in which the locking means may be necessary or desirable. Accordingly, reference is now made to Figs. 1A, 1B, 2' and 3, wherein the details of such a transmission are shown.

The transmission is adapted to be inserted between 9. drive shaft 20 and a driven shaft 2|, 9. portion of the latter shaft being included in the transmission and forming a part thereof. It is comprised of two main sections 22 and 23, section 22 being the main clutch section, and section 23 constituting the speed reducing section.

Main clutch section 22 is comprised of a flywheel 24 which is bolted to a flange 25 on drive shaft 25, and a clutch cover 25. Within the space formed by flywheel 24 and clutch cover 25 is a bi-partite drum 21 formed by telescoping and welding together flanged discs 28 and 23. Drum 21 and clutch cover 26 are adapted to be engaged frictionally to constitute a clutch 35. The means for engaging said drum and clutch cover comprise wedge-shaped weight 35', which are slidable radially outward on pressure plate 3| under the action of centrifugal force, and corresponding blocks 32 rigidly secured to clutch cover 25. movement of weights 35' will cause pressure plate 3| to move to the left (Fig. 1A) thereby compressing drum 21 between the pressure plate and flywheel 24. Suitable friction facings 33 and 34 may be used on drum 21 to prevent undue slipping.

Drum 21 is rigidly connected to a flanged sleeve 35 which is splined to a second sleeve 31 one portion 38 of which is toothed to form the first gear of the first gear reduction, or lowest speed, train.

Within drum 21 are two multiple disc clutches 33 and 45, each of which has a set of plates 4| and 42 respectively mounted to rotate with a web 43. Said web 43 is connected through vibration dampening springs 51 to a sleeve 53 which is splined to a long shaft 59 extending through both sections of the transmission. Plates 44 of clutch 39, which cooperate with plates 4|, are non-rotatably mounted on an annulus 45 connected through a one-way clutch 45 to a collar 41 which is splined to one end of a sleeve 48, the opposite end 43 (F18. 1B) of sleeve 43 being toothed to form a gear for the second speed gear reduction train. Plates 55 of clutch 45, which cooperate with plates 42, are non-rotatably mounted on an annulus splined to a flanged disc 52. the latter being rigidly secured to disc 23 of drum 21. r

Clutches 33 and 45 are selectively operated by fluid pressure acting upon diaphragms 53 and 54, which tend to urge plates 55 and 55 outward from web 43 to compress the plates of the clutches and thereby to operate said clutches.

It is apparent thus far that main clutch 22 rotates gear 33 of the low speed train, clutch 33 rotates second speed gear 43 and clutch 45 rotates shaft 53. The various gear trains which cause driven shaft 2| to rotate at three different speeds relative to drive shaft 25 will now be described.

Referring particularly to Fig. 13, speed reduction section 23 is comprised of a plurality of gears mounted on long shaft 53 and adapted to cooperate with gears mounted on a countershaft 55. Said countershaft gears are comprised of a gear 5| which is constantly in mesh with gear 33, a gear 52 constantly in mesh with gear 43, and gears 53 and 54,. selectively meshable with a gear 55 concentric with shaft 53, gear 54 being indirectly meshable with gear 55 through an idler gear (not shown) to provide a reverse drive. Gears 52, 53, and 54 may be members of a. gear cluster so as to rotate together, and gear 5| may be secured to gear 52 for rotation therewith.

Shaft 53 is piloted in shaft 2| and both shafts are provided with external splines 55 and 51 respectively which are adapted to cooperate with an internally splined collar 53 for locking said shafts together. Gear 55 is mounted on collar 58 and is driven therefrom through a one-way clutch 53. Shaft 2| is also provided with a toothed flange forming one element of a law It is apparent that outward radial clutch, and gear 55 is toothed internally at 1| to form the mating member of said jaw clutch. Suitable means (not shown) may be used to shift gear 55 to any one of three positions, the first of which causes the gear to mesh with gear 53 on the countershaft and to lock shafts 58 and 2| through splines 55, 51 and 58, the second causes gear 55 to be out of mesh with gears 53 and the idler connected to gear 54 to provide a neutral position, and the third causes gear 55 to mesh with the reverse idler and also connects said gear'55 to shaft 2| directly through Jaw clutch elements 15 and 1| for a positive reverse drive.

The various power transmitting trains provided by the transmission thus far described can now be traced. Assuming that gear 55 is in position to mesh with gear 53,'that is. in forward driving position, and that shaft 25 and its associated flywheel 24 and clutch cover 25 are rotated sufliciently rapidly to cause clutch 35 to be engaged, the low speed train comprises clutch cover 25, drum 21, splined sleeves 35 and 31, gear 38, countershaft gears 5|, and 53, gear 55, one-way clutch 55, collar 53 and shaft 2|. For second speed it is necessary that clutch 33 shall be operated in addition to speed responsive clutch 35, and assuming that these conditions obtain, the power for second speed is transmitted from flywheel 24 through clutch 35, splined sleeves 35 and 31, gear 33, countershaft gears 5| and 52, gear 43, collar 41, one-way clutch 45, annulus 45, clutch 33, web 43, vibration dampener 51, sleeve 58, shaft 59, and jaw clutch elements 55, 51 and 58 to shaft 2|. Collar 55 will overrun gear 55 through clutch 53 when second speed is made effective. For high speed, i. e., direct drive, it is necessary that clutch 45 be made operative. The high speed train is then traceable from flywheel 24 through clutch 35 as before, drum 21, annulus 52, clutch 45, web 43, vibration dampener 51, sleeve 53, shaft 53, and jaw clutch elements 55, 51, 53 to shaft 2|. Since web 43 will rotate faster than collar 41 of the second speed drive, clutch 45 will overrun as well as clutch 53 in high speed. To establish reverse, gear 55 is moved to the right (Fig. 13) until jaw clutch elements 15 and 1| are engaged and gear 55 is connected to gear 54 through the reverse idler. The power is then transmitted through the same elements as for low speed up to and including gear 54 and then through the idler, the gear 55, jaw clutch elements 15 and 1| to shaft 2|.

Thus, for the successful operation of the transmission device, it is necessary to operate three clutches, the flrst of which is mechanical and speed-responsive, and the remaining two of which are fluid operated. The fluid system from operating the clutches will now be described.

The fluid used may be any one of the available oils such as are commonly used to lubricate transmissions, and is supplied from a reservoir 12 at the bottom of section 23. A pump (not shown) draws the oil from reservoir 12 when the transmission is in operation, and forces it through a conduit 13 through a pressure regulating valve 13' to a valve block 14 in which are located three piston valves, 15, 15 and 11. Valve 15 is controlled by a manual control designated generally by reference character 15 (Fig. 3); valve 13 is 'controlled by a governor designated generally by reservoir 12, but control may be taken from govemor valve 18 by manually controlled valve II. and the transmission may be locked in second through valve H. The portings will be described in detail hereinafter.

Valve block 14 is provided with three grooves 9|, 92 and 88 which communicate with valves I8, I9 and TI respectively. Shaft 59 is bored axially at 84 and 85 to provide conduits therethrough, and radially at 88 and 91 to connect conduits 84 and 85 with grooves 8i and 82, respectively. Near the opposite end of shaft 89 other radial bores 88 and 89 connect conduits 94 and 85 to passageways 90 and 9|, which are traceable to the web side of clutch operating diaphragms 53 and 54. Y

Thus it will be apparent that when the valves in valve block 14 are so positioned as to admit fluid under pressure into groove 8|, the fluid pressure will be transmitted through the several interconnected bores to expand diaphragm 59 and thereby operate second speed clutch 88. Similarly, when the valves are so positioned as to admit fluid under pressure to groove 82, the pressure will be transmitted through the bores connected thereto to expand diaphragm 54 and operate high speed, or direct drive clutch 40. The pressure inpassageway 9I is also transmitted to the back 'of a concentric piston 92, which there- I upon moves to the left to expose port 95 communicating with the auxiliary diaphragm 95 to increase the normal pressure on friction surface 38 and insure rotation of drum 2| with flywheel 2% without slippage. Said piston 92 is returned to its right-hand position by pressure in bore 84,

which is transmitted through a radial bore 84 to the left of piston 92 and maintains pressure hehind web 35 when the second speed train is operative. I

Governor 19 (Figs. 13 and i) is comprised of a collar 95 splined to shaft 59 to which collar is fixed a housing 98 having an open side, An axially movable cam surface 91 is mounted in the open side and is normally biased to the right (Fig. 13) by the action of a coil spring 98 which is compressed between a flange on a collar 99 and an in-tumed flange I00 on housing 98. Collar as is provided with an eccentric disc IOI which cooperates with spaced pivoted arms I02 and I08. Said spaced arms are non-rotatably secured to a shaft I04 to the opposite end of which is secured an arm I05 connected by a pin and-slot connection to the governor valve stem I08. Included between housing 98 and cam surface 91 is a plurality of weights I01 which contact housing 98 and surface 91 through anti-friction balls I 08.

Rotation of the governor housing causes weights I01 to fly outward, thereby moving camming surface 91 and its associated collar 99 and eccentric disc IOI to the left (Fig. 1B) In its mo-- tlon to the left, disc IOI encounters arm I 09 and rotates its counter-clockwise (Fig. 4), thereby causing valve stem I08 to move to the left.v This rotation occurs in two stages corresponding to the second and third speed positions of the governor valve. The degree of movement is determined by stepped camming surfaces I09 and I08" on arm I03. The return of valve I9 to low speed positionv is accomplished through arm I92 which: is rotated clockwise by eccentricfll in two stages corresponding to second and low speeds by the return movement of the eccentric disc in response to deceleration of the vehicle.

The manual control I9 for valve II is shown in Fig. 3, and comprises a Bowden wire I99 secured to a button I99'in a housing II9. Said housing H9 is movable in the direction of motion of button I09 within a second housing III, which is suitably secured to some part of the car such as the dash or floor-board. The valve has three positions, high, second and low, with high as the normal position. Pushing button I09 until it contacts housing IIO establishes the position for second speed and continuing the motion of the button until the button and housing IIO are telescoped in housing I I I, establishes the position for turn housing III and then button I09 to their normal positions.

The description thus far has been concerned with'the means for obtaining the various speed reductions and the controls by which the reductions are predetermined. It will be recalled that while in second speed, sleeve 48 and shaft 59 rotate at the same speed since clutch 99 is operated and thereby couples web 48 to sleeve 48. It will be recalled further, that should shaft 99 rotate faster than sleeve 48, as for example when in high, or when coasting, the drive through second speed is broken by overrunning clutch 49. To look the transmission in second, therefore, it is only necessary to couple shaft 59 and sleeve 48 through a positive two-way clutch. Such a clutch will now be described.

Sleeve 48 is extended to the right (Fig. 1B) of gear 49 and has formed'on its end a series of external teeth II4 having chami'ered ends I I5. The adjacent portion of shaft 59 has external splines H8, and a bell-shaped. collar III is internally splined to lock-non-rotatively on splines H6, but to permit relative axial movement with respect thereto. The end H8 of collar II! is accurately machined to fit into .valve block 14 and to extend into groove "therein, thus to form an axially movable piston. Within the belied portion of collar III are internal teeth II9 which are likewise chamfered at their ends I20. Teeth I I4 and I I9'form two elements of a Maybach type of positive clutch, the chamfered ends of the teeth rendering engagement of the teeth diiilcult, if not impossible, until the speeds of both elements are the same.

To eliminate tooth clash between teeth I I 4 and I I9, 9. blocker is used. In the form illustrated, the.

1 blocker comprises a ring I20 having camming surfaces I2.I formed on spaced internal projections I22, said camming surfaces I2I cooperating with pins I29 extending radially from sleeve 48. A friction surface I24 on bell-shaped collar II1 cooperates with an opposed friction surface I25 on ring I20, and a suitable spring I28 urges ring I20 to the right (Fig. 1B)- to engage said friction surfaces. I 4

When it is desired to lock the transmission in second speed, valve 11 is operated .to admit oil under pressure behind piston I I8, thereby moving collar H1 against ring I20. Friction surfaces I24 and I25 will thereupon engage and tend to rotate ring I20 relative to sleeve 48. Such relative rotation will cause'cam surface I2I to move along pin I28 and thereby to resist theleftward movement of collar III. This resistance will persist until the speed of sleeve. becomes greater than that oi. shaft 88, as for example, when the accelerator is momentarily depressed, whereupon teeth II8 will engage smoothly with teeth III and the transmission will be locked in second speed as shown in Fig. 8. The teeth will remain looked as long as there is pressure behind piston II8. Release of this pressure by the Operation of valve 11 will permit spring I28 to return collar II'I toits non-engaged position. o

It is apparent that for the successful operation of the transmission in accordance with the objects to be attained thereby it is necessary first, that the manually controlled valve and the second speed lock up valve do not interfere with the normal operation of the governor valve, second, that the manually controlled valve take over the control of the transmission from the governor valve whenever necessary, and third, that the second speed lock-up valve be operative whenever desired, i. e., whenever the transmission. is conditioned for second or high speed. The means by which these conditions are satisfied in the present invention are shown in detail in Figs. 9 to 18 inclusive, to which attention is now directed.

The three valves I5, 11 and I8 are shown in Figs. 9 to 18 inclusive with valve block 14 sectioned along line A-A of Fig. 13 to show the inter-connection between the valves. Each valve is comprised of a piston I21, I28 and I29, respectively, and a sleeve I30, I8I, I82, press-fitted into bores in valve block I4. Said block I4 is provided aasasas as shown, and should the throttle remain closed, teeth I II will tend to move into engagement with teeth I I4, since shaft 88 always turns faster than with an intake port I82 (shown only in part) and outlet ports I34, I85 and I38 which communicate with grooves 82, 8I and 83, respectively and thence, with the high speed and second speed clutches and piston H8 of the second speed lockup mechanism. The sleeves I30, iii and I32 are provided with ports which intercommunicate, as shown, with the portions of pistons I21, I28 and I28 included between lands I31 on the .pistons to form passages for the oil. For ease in tracing the course of the oil through the valves, the paths in each case are indicated with arrows.

In Fig. 9 the valves are shown positioned for normal high gear operation. In this position pump pressure is fed to both the second and third speed clutches as indicated, the governor valve being in its high speed position, and both manually operated valve I5 and lock valve 11 are inoperative. Low speed and second speed gear trains are free wheeling and the car can coast against the engine in high.

Under this condition the driver may depress the manually operated button I88 to get into second gear free wheeling, or he may depress button I08 and subsequently actuate lock valve 11, or he may actuate lock valve 11 only.

In Fig. 10 the transmission is locked up in sec-.

ond with manually operated valve 18 in high speed position. Oil under pressure is fed to the second speed oil clutch and to the second speed lock piston II8. It will be noted that the high speed 011 clutch is bledat the left side of the lock valve as shown The high speed oil clutch being thus disengaged and the pump pressure tend ing to force teeth I I8 into engagement with teeth sleeve 48 when in third or high speed, or when the throttle is closed and the car is tending to Ireewheel in second To allow teeth II8 to engage fully, it is necessary for the driver to open the throttle, thereby taking up second speed drive on the freewheeling clutch 46 and synchronizing shaft 88 and sleeve 48, after which the throttle may be closed to allow the car to coast against the engine. Upon such closure of the throttle,

chamiers Ill and I28 slide relative to one another until the teeth engage and full locking takes place.

To return to high speed, it is necessary that the driver again open the throttle, taking up the drive on the second speed freewheel clutch, and then push lock valve 11 to its inoperative position. If driving torque is maintained on the second speed freewheel clutch, belled sleeve III will automatically be disengaged by spring I28 and subsequent engagement of the high speed oil clutch 48 will bring the transmission into normal high gear.

Fig. 11 shows governor valve ii in high speed position, lock valve II in inoperative position and manually operable valve I! in second speed position, i, e., button I08 is depressed to its first position to establish freewheeling second speed. Pump pressure is thus admitted to second speed clutch 88 as shown and the left land on piston I21 acts as a stop, dead-ending the fluid pressure 50 that it cannot be admitted to high speed clutch 48, or escape and allow the pump pressure to drop. Any fluid previously contained in high speed clutch 40 or the various bores and passageways leading to it is vented at the left end of valve I8 as shown. Under these conditions the car will freewheel when the throttle is closed, and the engine will drive the car in second speed through freewheelclutch 48 when the throttle isopen.

If desired, the driver may pull out lock button 80 and thereby move lock valve 'I'I toward the right to establish subsequent second speed lockp.

.With the valves as shown in Fig. 11, it will be observed that any leakage tending to accumulate behind lock piston I28 is vented to the right of lock valve 11, thereby allowing spring I28 to keep the teeth fully separated and positively preventing contact of the teeth until the driver acts definitely to lock up the transmission in second speed.

Fig. 12 shows the second speed lock valve operated and the manually operated valve in second speed position. In this combination, oil under pressure is forced behind bellows 53 to operate second speed clutch 88 and into groove 88 behind the lock-up piston I I8. 011 from high speed clutch 48 and its associated channels escapes at the left end oi manually operated valve 15 as shown. With this combination, the throttle manipulation and action of the chamfered portions III and I28 on teeth I and ill will be as described in connection with Fig. 10.

In Fig. 13, the governor valve 18 is in high speed position, lock valve 11 is inoperative, and manually operated valve 18 is in its low speed position. Oil under pressure thus passes around governor valve I8 in the usual manner, but

- escapes at the left end of valve 1! and the oil pressure, therefore, drops substantially to zero. Under such conditions, both second and high closing the throttle.

vented at the left of valve 16. Clutches 39 and i 40 are free of pressure, since they are entirely out off from the pump and drive is taken through speed responsive clutch 30 and the low speed transmission gear train. Low speed is capable of free wheeling at all times. It might be mentioned that since governor valve 16 is in high and the car speed must, therefore, be above or 11 miles per hour, this combination will seldom if ever, exist.

Passing now to Fig. 14, which represents an extension of valve combination of Fig. 13, the lock valve 11 is operated, and valves II and II remain as in Fig. 13. It is, evident that even though a channel is now open to groove 83 behind second speed lock piston N8, the escape of pump fluid at the left of manually operated valve I! will reduce the pressure substantially to zero and the pressure built up behind lock piston H8 will be insufllcient to overcome the resistance of spring 826. Teeth H4 and H9, therefore, cannot engage. Second and high speed clutches 89 and 40 are vented at the left of valve 15 as in Fig, ,13, and

the drive to the low speed train is taken from speed responsive clutch 30. v

Fig. 15 shows lock valve 11 positioned for fre wheeling second speed with manually operated valve 15 set for high speed. This combination and those of Figs. 16, 17 and 18 show the governor valve 18 in its second speed position, whereas the combinations shown in Figs. 9 to 14 inclusive show the governor valve 18 in high.

It will be noted that in Fig. 15 oil under pressure is admitted to second speed clutch 39 only, and that high speed clutch to is vented at the left of the governor valve as shown. As in foregoing valve combinations any leakage which may tend to accumulate behind lock piston H3 escapes at the right end of the lock valve and pressure, therefore, cannot be built up to overcome spring we. With open throttle, drive will be taken through the second speed freewheel clutch 66, while with closed throttle, the car will freewheel.

In .Fig. 16, the second speed is locked up and doing so by balk ring I20 continually while the car is freewheeling. However, if the throttle is opened, the engine will drive the car through the second speed freewheel clutch 46 and teeth it! will move into complete engagement with teeth H4. After such engagement, the car may be allowed to brake against the engine merely by Fig. 17 shows the condition for freewheeling second speed with valve 15 in second. The path of oil under pressure flowing through the valves to the second speed clutch 39 is clearly indicated. while oil from high speed clutch 40 escapes at the left end of manual valve 15 as in Figs. 11, 12, 13-and 14. It will be noted that any leakage tending to accumulate behind lock piston H8 is vented at the right of lock valve 11 so thatspring i2 keeps teeth ill and H8 separated at all times with the combination shown in Fig. i l.

' Said combination may follow that of Fig. 15, in

that the driver has partly depressed button I", bringing manual valve 15 to second speed position, although such position has no effect on the oil clutches, since the governor valve 16 is already in second speed position.

The last figure (Fig. 18) shows thecondition for second speed lock-up with the manual control in second speed. Pressure is maintained in the channels leading-to second speed clutch 3|, while oil is admitted to groove '83 behind lock piston H8. High speed clutch 40 is vented at the left of manual valve 15.

Assuming that governor valve 18 shown in Fig. 18 were in the second speed position and that button I08 were released by the driver, thereby allowing valve 15 to move to the left, high speed would stillbe inoperative until the driver had pushed lock valve 11 to its inoperative position: and governor valve 16 had also moved into high.

Conversely, were manual valve 15 maintained in the position shown in Fig. 18, and were governor valve 18 moved toward the left, high speed would not become operative and the combination would then be as shown in Fig. 12.

However, combination other than those iliustrated may be readily deduced.

It is important to note that if the car is in second ,speed lock-up and,is allowed to coast to a stop. second speed clutch 39 will release automatically when governor valve 18 moves to its low speed position, and since pressure behind lock piston H8 then drops to zero, teeth H6 and I is will thereupon release automatically, so that no trouble is encountered by the driver in bringing the car to a stop: Application of pressure to the brake pedal is'the only operation required in such case.

Should the driver, with the car in low speed.

open the throttle without moving lock valve 17' to its inoperative position, belled collar H'l could not move toward ring I20 as long as governor valve 16 remained in low speed position, Upon movement of governor valve 16 to second, however, belied collar H1 would be urged forward by oil under pressure. would be prevented from ratcheting on chamfers H5 and I20 by ring I20 until second speed clutch 39 becam fully engaged and gear 49 and shaft 59 were rotating at the same speed. Synchronism of shaft 59 and ear 49 would allow teeth H8 and H9 to engage fully, and upon a subsequent closing of the throttle, the car would coast against the engine in second.

It is understood that the foregoing description is merely illustrative of a preferred embodiment of the invention and that the scope of the invention, therefore, is not to be limited thereto, but is to be determined by the appended claims.

I claim:

1. A multiple clutch assembly comprising drive and driven shafts arranged concentrically, a friction clutch and a one-way clutch connected in series and adapted to effect a connection between adjacent ends of the drive and driven shafts, and a two-way clutch positioned at the opposite end of the drive shaft and adapted to eifect a connection between the said shafts when the oneway clutch is ineffective to transmit the drive.

2. A multiple clutch assembly comprising an input shaft, means located intermediate the ends Teeth lid and 9' adapted to receive the drive from the input shaft, a friction clutch and a one-way clutch connected in series and adapted to connect adjacent ends of the input and output shafts to transmit the drive to the output shaft, and a two-way clutch positioned at the opposite end of the drive shaft for connecting the input and output shafts when the one-way clutch is ineffective to transmit the drive.

3. A multiple clutch assembly as described in claim 2, means being automatically operable above a predetermined speed of the output shaft for operating said friction clutch, and manually controlled means for operating said two-way clutch above the same predetermined speed whereby to maintain at will the same relationship between the shafts when the one-way clutch ceases to transmit the drive between the shafts.

4. A multiple clutch assembly comprising input and output shafts arranged concentrically, a friction clutch and a one-way clutch connected in series and adapted to connect adjacent ends of the input and output shafts, a two-way clutch adapted to effect a connection between the said shafts, means for automatically engaging the friction clutch above a predetermined speed of rotation of the output shaft, manually controlled means for rendering the two-way clutch operative, and means controlled by the automatic means for disengaging the two-way clutch when the friction clutch is disengaged.

5. A multiple clutch assembly comprising input and output shafts arranged concentrically. a friction clutch and a one-way clutch connected in series and adapted to connect adjacent ends of the input and output shafts, a two-way clutch adapted to effect a connection between said shafts, fluid means including a valve operable in response to the speed of the output shaft for eflecting the engagement of the friction clutch. and fluid means including a manually operable valve for rendering the two-way clutch operative. said manually operable valve being hydraulically in series with the speed responsive valve so that the two-way clutch is disengaged when the friction clutch is disengaged.

6. A multiple clutch assembly as described in claim 5, said two-way clutch being a self-synchronizing Jaw clutch. and means for preventing engagement of the Jaw clutch until approximate synchronism is reached.

7. A multiple clutch assembly as described in claim 5, and a second manually controlled valve for overruling the automatically controlled valve and the manually. controlled valve for the twoway clutch.

8. A multiple clutch assembly comprising a hollow input shaft, an output shaft passing through the input shaft and adapted to receive the drive therefrom, a friction clutch and a oneway clutch in series for transmitting the drive a from one end of the input shaft to the output PALM ORR. 

